Ship for submarine navigation



,w. M. LE MOYNE.

SHIP FOR SUBIVIAHINE NAVIGATION.

APPLICAIION FILED FEB. 5, 1918 )Patented Aug. 22, 1922.

. 3 SHEETS-SHEET l.

HUH

W. IVI. LE MOYNE. SHIP FOR SUBIVIARIIIE NAVIGATION.

APPLICAIION FILED FEB. 5, 1918.

Patened Aug. 22g i922 www@ 3 SHEETS-SHEET 2.

O O O D O O C D O D 0 Q o o c: n :o o o o o e:

QCOQUOIIUOIOX Oooolooooo W. M. LE MOYNE.

SHIP FOR SUBMARINE NAVIGATION. APPLICAHON FILED FEB'. 5, i918.` lljgyg, Patented Aug. 22, 1922.

3 SHEETS-SHEET 3.

f A A wiLLii-iia in, Ln Meriva, or CHICAGO, iLLriiiors.y

SEIU? FOR SUBMARINE NAVIGATION.

Specification of Letters Patent. gatgmtgd Aug, 22, E922,

Application led February 5, 1918. Serial No. 215,444.

To czZZ whom t may concern:

Be it known that I, WILLIAM M. Ln Morire, a citizen of the United States, and a resident Chicago, in the county of @ook and Statev of illinois, have invented certain Improvements in Ships for. Submarine Navigation,

vof which I do declare the following to be a full, clear, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

The object of the present invention is to provide a ship, more especially designed fory freight carrying purposes, and of such character thatit may travel vfor a distance limited only by its fuel supply either upon the surface of the water in the usual manner or submerged at suchl distance below the surface as to be free from the strains-inci-v dent to surface wave action and measureablyifree, also, in time of war from attacks by submarine war craft. v

It is a fact generally recognized by marine engineers that the most seriousobstacle to the use of submarine ships, especially for cargo-carrying purposes, is that dual power.

system of propulsion is regarded as essential, i. e., one power system, such as a gasoline, oil oi` steam engine for surface navigation, and another power system, such as electric motor and storage batteries for sub- 'merged navigation. With such dual power system oi' propulsion, it is found in practicev that the weight of the main engine (amounting to about 8% of the total weight of the.

ship), andthe space occupied by suchengine is utterly wasted, so far as any advantage to the submerged travel ofthe ship is concerned,`while on thev other hand, when the ship is traveling upon the surface, the weight of the storage batteries, the electric motors and their accessories (amounting to about 16% of the .total weight of the ship) are of no value. Hence it is that even when the tonnage of thev ship is vastly increased,

the space for cargo-carrying purposes is necessarily very small. storage batteries for submerged navigation permits the ship to travel for a very limited time only under water, as it is necessary at short intervals to bring the ship to the surface in order that the batteries may be recharged.

Moreover, the use of.

To overcome the objections incident to the dual power system of propelling ships de-` signed-for both surface and submarine navigation, my invention contemplates the use of a single powerv system (preferably a steam engine) whereby the propulsion of lthe ship maybe effected for distances un-` tion consists primarily in providing a submarine or submersible ship with a single vpower plant or system (preferably steam) and with elongated pipes of such length as to permit the ship to travel submerged with said pipes *extendingy above the water surface and of such size asto afford a copious supply of fresh air and discharge the products of combustion and foul air.

My invention further consists in the features of novelty hereinafter described, illustrated in` thel accompanying drawings and particularly pointed out in the claims atk the end of this specification.

Fig.y l is a plan view of a ship embodying my; invention. Fig. 2 is a view in side elevation showing the ship in position to travel upon the surface of the water in usual manner.. Fig. 3 is a view similar to Fig. 2 but showing the'ship as submerged. Fig. 4t is an enlarged detail view, with parts broken away, of the stationary stack through which smoke from the engine, foul air, etc., will be discharged, through which the air supply fmay be received and through which the periscope may be manipulated. Fig. 5 isan enlarged detail view on line 5-5 of Fig. 6.

Fig. 6 is a view in vertical section on the line 6--6 of Fig. 5. Fig. 7 is a view in vertical section online 7 7 of Fig. 5. Fig. 8 is an enlarged view in vertical section on line 8-8 of Fig. A2. Fig. 9 is a detail view upon an enlarged scale of parts shown in Fig. 8.

The hull ifi. of the ship will preferably be of the type commonly employed for freight carrying purposes, the hull being furnished with the usual hatches provided with covers whereby they may be tightly closed and sealed. Indeed, one of the purposes of my invention is to enable the o-rdinary freight vessel to be readily converted into one that may travel either upon the surface lof the water in the usual manner or submerged to 'this arrangement the pipe and stack brace such extent as to be free from the strains incident to wave action. In adapting ordinary'pango-carrying ships for the practice of `my invention, care must, of course, be taken that the hulls are properly braced to resist the pressure incident top submergence.

, The hull will be provided with a suitable engine,-preferably a steam engine, as yindicated at B and will be furnished with .the ...usual propeller or .propellers located adjacent thel keeloic thehull and with the usua rudder and steeringmec'hanism.

The hull A will behsupplied with the `usual "'waterftan'ks, lcompressed air tanks, pumps and?v like. equipment for submerging purposes,'but"asthesemayfbe of any well known construction, l have not deemed it necessary j toillus'trate'them'in the drawings.

The single Lpower plant or .system by which Ithe ship will be propelled when traveling eitherafioat orl submerged may consist ljof `a steam engine B of -theturbine orother `suitable-type. As shown, fthe engine is furnished with a forced draft apparatus, such drive off the products of combustion, ex-

as ya blower- 1C, vthat will serve notr only to haust-steam and foul air through the pipe al that lleads to the smokepipe D, "but alsoto draw jin a copious supply of fresh air. V3o

Preferably,.the fresh air supply is admitted through a port c `from thestack or pipe E that ,rises "through the deck a of the hull, thisjstaek like the pipe vD,'being open at 'fits ln the preferred embodiment of v'my invention, the smokepipe D is inclosedv lwithin thevstack QE and this stack is prefer- .ably of' oval shape incross section, itsmajor 'axis extending lengthwise of the hull, as

seen in 'Fig'. 1. The upperportion of the stack shouldbe so painted orotherwise `camouiiaged as to obscure its visibility as far as possible, and suitable stay rods or "cables '(not shown) may lead from the stack to the deck. y

Preferably,the periscope F will be located "within thestack E, this periscopebeing of any approved type. As showin'the periiscope F comprises extensible sections where- "byit maybe. raised and lowered, as by means of an extensible hydraulic pipe G that is connected, asl at 'g to the periscope adjacent its upper end,'this pipe G being yfurnished with a suitable fluid .admission yand 'dis- "charge pipe g". The placing of the pipe G' within the stack E is advantageous, asby eachother .and the friction incident yto the impact of water lupon these parts islessened when the ship is traveling submerged. So,

also, the location.` ofthe periscope within thel stack G is desirable, as the stack thus serves toV protect andugiveugreater stability to the lperiscope. When the ship is traveling upon jthe surface`, theperiscople may be contracted as shown in Fig. 4.

in ythe accompanying drawings, the hull A is provided at each side and adjacent its bow and stern with `planes or vfins J, whereby the desired depth yof submergence of thehull .maybemaintained The fins J are shown as yfixed .to the `outer ends .of the shaft secftions y' and j, the inner ends ofthese shaft sections being conveniently.supponted, as zby axhangersbearing ji depending from `fthe'deck cof thehull (see Figs. :8 and V9). As shown, .more :particularly in Fig. 9, the abutting ends of Ithe.shaft'sections j and y" are carried by asleeve K within the hang'erbearing jz, ,this sleeve Kbeing splined or keyed to one of the shaft sections j. Upon one end yof the :sleeve K :is mountedfa hand-wheel M whereby fthe shaft section j may be turned 4to ma# .nipul-ate the kcorresponding fin J, and upon the other shaft section y" `is fixed a yhandwheel -M whereby thein J at the outer end ofttheshaft section j may be turned. 4Prefeia`bly,.one end of the sleeve K iswfurnished with clutch teeth .7c `and there is a clutch vmember iP having teeth p to engage'the fteeth `,lav-this clutch member P being splined to ythe shaft section j and being slidable .thereon and *adapted to be controlledby a `1 4:handlevcr P within convenient reach of an operator standing .upon the platform R. When 4the Aclutch member Pfis disengaged from the'sleeve fK, as illustrated'in Fig. 9,

either of the shaft sections j or j can bel `turned-bym'eans ofthe hand-.wheel Mfor M', and whenfthe clutch member 1P is in engagement with-the sleeve =K, both shaft sections fj and j may be turned byeither thehandL vwheel M or MQ the shaft sections and the v'fins yJ carried thereby beingthus caused to moveinlunison. fThe outer portions ofthe boxes 10fin the side ofthe hull.

yTo the rear portion of each of the fins J` is connected a 'rod 7'3` (see Fig.- 6) thatfpasses 'through an oblong housing 12 in the side of `lthe hull A yand into a correspondingly shaped ycasing 13 attachedlto'the inner wall, of I'the hull. Tofthefinner end of thisrod vjis `con-,

nected the lower end ofy a rod 14-that passes upwardlythrough a stuflingbox 15 in the bottom of theucasinggl, 'the-upper endf of which connects with Fanop'ening,formeolfin the deck a. [VVithin` the casing 16 is mounted la piston 17'that is secured to the upper end of the rod 14 and between the pistonlf?V and lliS -shaftsections pass throughsuitable stu'fhng n lessees 4 the stuffing box 15 of the casing 16 is ar ranged a coil spring 1S the purpose of which is to exercise a pressure upon the piston 17 in opposition to the pressure of the water upon the outer face of the piston when the hull is submerged.

rlhe purpose of the fins J is to insure the proper submergence of the hull A, and it will be understood that when the front ends of the fins J are inclined downward below the horizontal, as shown in Fig. 3, and the hull is submerged, the forward motion of the hull through the water will cause the iins to force the hull downward to an extent corresponding to the angle of inclination of the fins.

ln order to automatically maintain the tins J with their front ends inclined downwardly at the desired angle, l have provided the pistons 17 and the springs 18 arranged within the casing 16, as hereinbefore described. lt will be understood that as the hull is submerged, the water pressure upon the upper surface of the piston 17 increases, and in opposition to the spring 18,` tends to move the front end of the fin J towards a horizontal position. Hence, it will be seen that when springs of proper power and suitably adjusted are employed, the fins will be automatically held in such position that their inclination will maintain the hull, when traveling at a predetermined speed, at a predetermined depth in the water. lf, however, the hull should sink to a greater depth, the increase of the water pressure upon the upper surface of the pistons 17 will correspondingly move upward the front ends of the tins J and, allow the hull to rise. It will be understood. of course, that the buoyancy of the hull will be so regulated that when the lins J are in horizontal position, the hull will rise to the surface of the water and that a downward inclination of the front ends of the iins is necessary to effect a continued submergence of the hull while it is moving forward.

The fins J will be arranged at a point slightly below the level of the deck a, as in such position they will more effectively serve in controlling the depth of travel of the hull, and when arranged in such position they can be conveniently applied to the existing freight carrier hulls and without interfering materially with the storage space. The fins J will project outwardly above the surface of the water when the hull is traveling on the surface, as indicated in Fig. 2.

lWhen the hull is to be submerged so that it may travel below the surface of the water, as indicated in Fig. 3 lof the drawings, water' will be admitted to the water tanks in usual manner until the hull so far sinks that the iins J will be brought below the surface of the water. The front ends of the fins J will then be turned downwardly, and as the hull is driven forward by its propeller, the fins will serve to increase the submergence of the hull until it has reached the required depth; and at such depth it may be maintained either under the control of the operator on the working platform l, or automatically, as hereinbefore described. lhen it is desired to quickly bring the hull to the surface, the operator can turn the shaft sections j, j so as to upwardly incline the front portions of the fins J and when thus inclined, the fins J will serve to expedite the movement of the hull towards the surface as the hull is propelled in forward direction. A ship equipped with my invent-ion may travel either afloat or submerged for a length of time dependent only upon its fuel supply and when submerged will be practically free from the strains incident to wave action and will be measureably free from the danger of attack by submarine war craft because the hull is hidden and the smokestack disguised.

Then in quiet water and outside the danger zone, the ship is adapted to travel on the surface in the ordinary manner.

The details of construction above set forth may be varied within wide limits without departing from the spirit of the invention and features of the invention may be eniployed without its adoption as an entirety.

What I claim as new and desire to secure by Letters Patent is 1. A cargo ship adapted for surface and submarine navigation, having a single power propulsion plant and having pipes open at their tops and of such length as to permit the ship to travel submerged to the area of still water, with such pipes extend.- ing above the water surface and of such size as to afford at all times a copious supply of fresh air and discharge of products of coinbustion and foul air.

2. A cargo ship adapted for surface and submarine navigation, having a single power propulsion plant and having an elongated stack for admission of fresh air and a smokepipe enclosed within said stack, said stack and pipe being of such length as to permit the ship to travel submerged with` said pipes exten ding above the water surface and of such size as to afford a copious supply of fresh air and discharge of `products of combustion and foul air.

3. A cargo ship adapted for surface and submarine navigation, having a single power propulsion plant and having an elongated `tack of oval shape with its major axis exi tending lengthwiseef the ship, and a smokepipe within said stack, said stack and pipe being of such length as to extend above the water surface when the ship is travelingsubmerged and of such size as to afford at all times a copious supply of fresh air and to insure discharge of products of combustion and foul air.

4. rihe combination with the hullof a sub mei-sible Cargo ship having a propeller if cated adjacent its keel, or fins for Varying; the degree of submergence of said hull, 10- eated at the sides and near the upper part o1 ysaid hull, means for controlling said ns, a and open-ended elongated pipes for admlsy "is traveling submerged.

lease@ WrLLrAM M. LE MOYNE. 

